Electromagnetic device for notifying and recording the passing of signals at danger.



H. COUSIN.

ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THE PASSING 0FSIGNALS AT DANGER.

APPLICATION FILED IAN-24, I911- 1. 139 3%? 0 Patented May11,1915.

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ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THE PASSING 0FSIGNALS AT DANGER. APPLICATION FILED JAN-24.19II.

LWQ MK Patented May11,1915.

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H. COUSTN. ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THEPASSING OF SIGNALS AT DANGER. APPLICATION FILED JAN.24, 1911.

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H. COUSIN.

ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THE PASSING 0FSIGNALS AT DANGER.

- A'PPLICATION FILED JAN-24,1911. 191$@ 3%?@ Patented May 11, 1915.

7 SHEETS-SHEET 4.

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H. COUSIN. ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THEPASSING OF SIGNALS AT DANGER. APPLICATION FILED IAII.24, 1911.

LMQ MTKU Patented May11,1915.

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H. COUSIN. ELECTROMAGNETIC DEVICE FOR NOTIFYXNG AND RECORDING THEPASSiNG 0F SIGNALS AT DANGER.

APPLICATION HLED JAN.24,19H.

JYV/[ 4 C V Patente May 11, 191-5.

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H. COUSIN. ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THEPASSING 0F SIGNALS AT DANGER.

APPLICATION FILED JAN-24,19II.

Patented May 11, 1915.

7 SHEETS-SHEET 7.

3X21 gasses THE NORRIS PETERS c0, PhOl C-LITHOU WASHINGTON, D. c.

tinrrnn ears ran HENRI COUSIN, OF PARIS, FRANCE.

ELECTROMAGNETIC DEVICE FOR NOTIFYING AND RECORDING THE PASSING 0FSIGNALS AT DANGER.

Application filed January 24, 1911.

To all whom it may concern Be it known that I, HENRI CoUsIN, a citizenof the Republic of France, residing in Paris, in the Republic of France,have invented certain new and useful Improvements in and Relating toElectromagnetic Devices for Notifying and Recording the Passing ofSignals at Danger, of which the following is a specification.

For operating apparatus arranged on locomotives for notifying andrecording the passing of signals at danger there are generally providedon railway lines pedals which being raised at the moment when thecorresponding signal is set to danger, come in contact with dependentarms on the l0comotive. The movement of these dependent arms is thentransmitted to warning and controlling apparatus.

This invention relates to a warning and registering system using anelectro-mechanical whistle or warning device actuated by pedals arrangedon the track in the manner hereinbefore mentioned.

In the accompanying drawings to which reference will be made in thefollowing specification :Figure 1 is a diagrammatic view of the whole ofthe whistle or warning device mechanism; Fig. 2 is a longitudinalsection of the shaft carrying the dependent arms intended to be operatedby pedals on the track in order to set the arrangement in action; Fig. 3is a corresponding transverse section made on the line ri -a? of Fig. 2;Figs. a and 5 are respectively a vertical section and a horizontal planview of one of the parts of the mechanism which acts when the dependentarms are displaced in order to give the warning and record the passingof a signal at danger; Figs. 6 and 7 are respectively a front and sideview of an apparatus having a handle which is under the control of thedriver for the purpose of checking his vigilance; Fig. 8 is a separateView of one of the parts of this apparatus; Fig. 9 is a horizontalprojection of the recording or registering device; Figs. 10 and 11 arerespectively a front and side view of the mechanism cont-rolling therecording points; Figs. 12 and 13 are respectively a View from above anda view from beneath of this mechanism; Fig. 14: repre: sents a part ofthe paper band which is dis placed beneath the recording points.

Specification of Letters Patent.

Patented May 11, 1915..

Serial No. 604,684.

In all these figures the same reference letters indicate the same parts.

The working of the whistle or warning arrangement may be summarized inthe following way :When the locomotive reaches and passes a signal atdanger, the action of the pedal elevated on the track acts on adependent arm which causes the warning apparatus to be set in operation,such as a siren or a whistle, at the same time as the movement of thedependent arm is automatically recorded the same instant as it isproduced.

The system is combined in such a way that if an obstacle be found on thetrack in the path of the dependent arm, the action of this latter isneutralized. Further the driver, by operating a simple hand lever, cancause to be recorded the moment at which he noticed that the signal wasat danger, which moment must precede his passing this signal, and canrestore to the position of repose all the parts of the system.

Now referring to Fig. 1 of the drawings, it will be seen that thewhistle arrangement comprises a transverse shaft 3 mounted in supports 1fixed to the longitudinal frames or girders of the locomotive, forinstance.

At each end of the said shaft 3, two sets or groups of two juxtaposeddependent arms 6 and 7 are arranged. If the whole arrangementrepresented be considered, as suming the smoke stack or funnel of thelocomotive is normally in front, the set of dependent arms on the lefthand side serves for the locomotive traveling with the funnel in frontand the set of dependent arms on the right hand side serves in the caseof running with the smoke stack to the rear.

In these two groups the inner dependent arm 6 is alone operative andcan, when pushed in a suitable direction, cause the warning andrecording arrangement to operate by pushing in a known manner the part4: which carries it.

If the two dependent arms 6 and 7 of the same group are pushedsimultaneously in a direction which must involve the work ing of thesystem, the action of the second external dependent arm 7 which involvesits support piece 5, at the same time as the juxtaposed dependent arm 6which involves its pa t i, has the effect of destroying or neutralizingthe action of the active dependent arm 6. The dependent arms 6 and 7 aretherefore respectively pivoted on a piece in the form of a socket 4 or 5surrounding the shaft 3 and which they must turn about this shaft whenthey are pushed in a given direction, while when pushed in the oppositedirection they have no action on their supporting sockets.

Between each of'the sockets 4 and 5 and the shaft 3, Figs. 2 and 3,there are located sleeves a and Z). The two sleeves a and I) rest oneupon the other by the intermediary of collars a I) each occupying halfthe ininterval which separates the said sleeves. These collars aresectioned in inclined planes 0 and (Z which when in repose formjuxtaposed cams. It is by the intermediary of the sleeves a whichcorrespond to the active dependent arms 6 that the movement of theselatter is transmitted to a rod 6 located in the shaft 3 with aview ofcausing the action of the warning device and the recording device. Forthis object the sleeves aand b are firmly connected with their sockets 4or 5 so as to share in the rotary movement of theselatter. They arprovided for this purpose with projections fwhich engage incorresponding recesses formed in the sockets 4 and 5. If, however, thesleeves necessarily revolve with their sockets, nothing prevents thembeing displaced by sliding along the shaft 3.

In order to cause the system to operate,

the central rod 6 must be moved in the direction indicated by the arrowF, Figs. 1 and 2. i

As has been hereinbefore stated, the movement of the hanging ordependent arm 6 of the left hand group, Fig. 1, must operate the saidrod 6 when the locomotive is travelthe sleeve 72 toward the left, but asthis latter is at this moment fixed and bears against the support 1, itfollows that when turning, the sleeve (4 is displaced toward the right,thus pushing a ring 9 firmly attached to a guide rod h which passesthrough the shaft 3 and the central axis 6.

The displacement of the red It has no ef-, feet on the shaft 3, whichhas guide slots i of sufficient length to allow of this moveing with thesmoke stack or funnel in front- On the other hand the pendent arm 6 ofment, but this rod draws to the right the central axis 6, the end 6 ofwhich, Figs. 1 and 4, liberates a sort of piston 10, which in reposebears on this end under the action of a spring 11, suitably arranged andwhich constantly tends to push it downward.

The piston 10 which is connected with the end of a flexible transmission29 of any type, when it is acted on by the springxll, draws by theintermediary of the said flexible transmission one of the arms of a bellcrank lever n pivoted at m, Figs. 1, 6 and 7, and which a spring m tendsto bring into a position of repose without,however, the force of thisspring being able to overcome that of the spring 11. The other arm ofthis lever n which is provided with a nipple 12, then acts by thintermediary of this latter on a finger 13 carried by a part 14represented in detail, Fig. 8, and which is adapted to be displacedbetween the guides 15. The movement thus communicated to the part 14 istransmitted by a flexible transmission 9 to the member which causes theoperation of a Whistle S having a special note, as shown in Fig. 1 ofthe drawings.

It is evident from the foregoing description that the whistle S iscontrolled automatically and operates when one of the dependent arms 6,according to the direction in which the engine is traveling, isdisplaced by a pedal on the track, raised at the moment when thecorresponding signal is placed to danger.

After passing the pedal on the track, the movable parts arranged on theshaft 3 resume their original position under theaction of suitablesprings, more particularly the rod 6 6 under the action. of the spring70.

. It must also be observed that the spring intended to bring back to theposition of re-- pose the operating lever of the special whistle S andwhich adds itsaction by the intermediary of the transmission 9 and thepart 14 to that exerted by the spring m before mentioned, cannot yetovercome the action of the spring 11, and under these conditions thesystem must be put back to The inner depending arm 6 operates thearrangement described when it rocks by the action of a pedal elevated onthe track by the setting of the signal, and this pedal: is of suchdimensions that it only actuates the arm 6 aforesaid. It may, however,happen that someobstacle, such as a stone, piece of track, sleeper, orthe like, accidentally encounters the depending arm 6 and in order thatthe shock ofjthis shall not cause the system to operate erroneously, thearm 7 is provided by the side of the arm 6 and sufiiciently closethereto that the aforesaid 7 unauthorized movement of the arm 6 will Cirbe imparted to the arm 7, under which conditions both arms will becaused to rock simultaneously and the action of the arm 7 will be toneutralize that of the arm 6, thus preventing operation of the signalmechanism. The likelihood of the erroneous or unauthorized operation ofthe signal is reduced by the association and cooperation of the arms 6and 7, for it is unlikely that any accidental shock or vibration wouldbe imparted to the arm 6 alone. In order that such system may give everysatisfaction in practice it must be possible that, in addition to theautomatic setting in action of the warning apparatus 8, as hereinbettorespecified :1. The driver, if he has noticed that the signal is at thestop or danger position shall be able to immediately record this notice;and 2. The settin in action of the active dependent arms 6 which involvethe action of the warning apparatus S, shall also be recorded at themoment at which it is produced. This improved system complies with theseconditions owing to an electromechanical combination.

For this object the system comprises a recording apparatus U, shown inFig. 9, in which a sheet of paper 0 wound on a drum 2 passes over acylinder 2" opposite two recording styles Z Z, in order then to be woundon a receiving drum 7?.

The paper band 0 passes before the styles Z Z in the direction indicatedby the arrow Y at a speed proportionate to that of the locomotive. Ithas not been thought necessary to reproduce in the drawings themechanism for moving the paper band because such mechanism is well knownin practice.

The recording styles, which under ordinary conditions trace parallellines on the sheet 01" paper 0 may be respectively controlled byelectromagnets 16, to, these latter being located in a box 9 fixed onthe bottom of the recording device U, Figs. 10 to 13.

Rods t t suitably guided and each of which carries one of the recordingstyles Z Z' are hinged or pivoted on their respective armaturcs o o. Therods t t are each subjected to the action of springs r or 1" acting soas to remove the said armatures a) o from the pole pieces of theelectromagnets u u when these latter are not excited.

In addition the styles Z Z are loosely nounted on their support rods 2?or 25 and bear constantly on the sheet of paper 0 of the recordingmechanism by means of springs q or g.

The electromagncts u and u the coils of which are connected to earth,are each inserted in an electric circuit, one of which circuits whichcorresponds to the recording of the recognition of the signal by thedriver, is normally open and serves the electromagnet u, while theother, which corresponds to the recording of the operation of adependent arm 6 by a pedal on the track, is normally closed and servesthe electromagnet u.

1. It the driver notices a disk (or signal) at danger, he canimmediately record this recognition. In order to do this, the driver hasat his disposal a hand lever M, Figs. 1, 6 and 7, which it suffices forhim to put to the position we in order to obtain the desired result. Infact the handle M which is mounted in an independent manner on the sameaxis 777/ as the lever 17. and which a spring 17 tends to maintain inthe position of repose M, is attached to a sector 18 provided with acontact plate 19 which is perfectly insulated electrically and which inrepose is inoperative but which connects tWo insulated contacts 20 and21 when the handle is pushed by the driver to m. The contact 21 isconnected by a wire 22 to a source of electricity S, the negative poleof which is earthed, and the contact 20 is connected by a wire 22 withthe coil of the electromagnet at. In consequence of the bridging of thecontacts 20 and 21 the circuit of the electromagnet u is then closed.This magnet being excited attracts its armature c which involves itsstyle Z and causes it to trace on the paper band 0, shown separately inFig. 14, a mark 0 at right angles to the line normally traced by thisstyle Z when in repose. The sector 18 is also provided with a nipple 23which when the handle M is moved toward m acts on a finger 24 carried bythe sliding piece 14, of which mention has previously been made, so asto cause the warning apparatus S to operate. When the handle is releasedit returns to its position of repose under the action of the spring 17,as also do the various parts of the circuit 22.

2. The setting in action of the active hanging arms 6 by a pedal on thetrack is recorded the moment it is produced. For this object the part c,which is displaced in the manner stated, when a dependent arm 6 isengaged by a pedal on the track, carries an insulated contact 25connected by a wire 27 to the coil of the electromagnet u and which whenin repose bears on an electrically insulated part 26 and connected by awire 27 to a source of electricity S so as to close the electric circuitin which the electromagnet u is arranged. \Vhen the part c is pushed tothe right, its contact 25 quits the part 26 in order to rest on theinsulated support 28 of the latter and under these conditions it isevident that the circuit of the said electromagnet u is opened. llhearmature v of this electromagnet which was attracted on the passage ofthe current, is left to itself and under the action of a spring 7 itcauses the displacement of the style Z which then traces a line 0 on theband 0 of the recording device U at right angles to the one which thestyle traces in its normal position.

As soon as the pedal on the track is passed, the contact 25, under theaction of the spring it, moves back on to the surface 26 and againcloses the circuit 2727, the corresponding electromagnet u attracts itsarmature and is in a position for a fresh operation. 7

It may here be pointed out that the whole of the warning or whistlingarrangement after working, cannot occupy an absolute position of reposeand consequently be ready for operating afresh until the piston 10 israised and engaged on the stop 6. This engagement is produced by thedriver pushing the handle M to m, the sector 18 having for this purposea nipple 35 which engages with the bell crank lever 71. with a view ofdrawing upward the transmission p and consequently the said piston 10which compresses its spring 11 at this moment the nipple 35 is at 35. Ofcourse this movement of the handle M necessarily causes a mark 0 to bemade as already explained. It is easy to understand the interest whichthe presence of the marks 0 and 0 on the band 0 presents.

By examining this band 0, Fig. 14:, and following the line traced by thestyles 1 and Z and taking into account the displacement of this band, itmay be seen that at a certain mile post the driver saw a signal atdanger mark 0 in case there is no sign 0' corresponding to this mark 0the driver stopped his engine before encountering the pedal of thesignal at danger, or the signal was pulled off between the point atwhich it was seen and the moment at which it was passed. If the mark 0appears on the band 0 after the mark 0, the engine has passed the signalat danger, although this latter has been seen by the driver. lVhen theband has after a mark 0 and a mark 0" a fresh mark 0, it means that thedriver has put the arrangement back to a position of repose afterpassing the pedal. Finally if the mark 0 appears alone or appears infront of the corresponding mark 0, the signal at danger has been passedand has not been recognized by the driver or has been recognized toolate.

I declare that what I claim is 1. In a railway safety appliance, thecombination of a vehicle movable along a line of way, a signal on thevehicle, obstacle operable means on the vehicle for operating saidsignal, recording mechanism to register the operation of said signal,and manual means adapted to make a record on said recording mechanism atany desired moment.

2. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, automatic means on thevehicle for operating said signal, means external of said vehicle tocontrol said automatic means, recording mechanism to register theoperation of said signal, and manual means adapted to make a record onsaid recording mechanism at anydesired moment. V r

3. In a railway safety appliance, the combination of a vehicle movablealong aline of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism adapted tomove constantly in a predetermined path from which it' is deflected onthe operation of said signal, and manual means adapted to make a recordon said recording mechanism at any desired moment.

4. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism adapted tofurnish a normal reading and to furnish an abnormal reading to registerthe operation of said signal, and manual means adapted to make a recordon said recording mechanism at any desired moment.

5. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism adapted torecord the time at which theoperation of said signal was effected, andmanual means adapted to make a record on said recording mechanism at anydesired moment.

6. In a railway safety appliance, the combinationof a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism to registerthe operation of said signal, and manual means adapted to make a recordon said recording'mechanism at any desired moment, said recordingmechanism being so arranged as to furnish a recordof the sequence ofoperation by said manual means and said obstacle operable means.

7 In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism to registerthe operation of saidsignal, and manual means adapted to make a recordon said recording mechanism and to shift said signal from theinoperative to the operative position. 7 V

8. In a railway safety-appliance, the combination of a vehicle movablealonga line of way, a signal on the vehicle, obstacle op-' erable meanson the vehicle for operating said signal, recordlng mechanism toregister lib the operation of said signal, and manual means adapted tomake a record on said recording mechanism at any desired moment and tooperate said signal.

9. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism to registerthe operation of said signal, manual means adapted to make a record onsaid recording mechanism at any desired moment and electric connectionsbetween said recording mechanism and said manual and obstacle operablemeans.

10. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism, electricconnections between said obstacle operable means and said recordingmechanism adapted to register the operation of said signal by a normallyclosed circuit, and manual means adapted to make a record on saidrecording mechanism at any desired moment.

11. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism, electricconnections between said recording mechanism and said obstacle operablemeans constituting a normally closed circuit adapted to register theoperation of said signal, manual means adapted to make a record on saidrecording mechanism at any desired moment, and a normally open electriccircuit connecting said manual means and said recording mechanism.

12. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism to registerthe operation of said signal, manual means adapted to make a record onsaid recording mechanism at any desired moment, and means to restoresaid obstacle operable means to its normal position after the operationof the signal thereby.

13. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal on the vehicle, obstacle operable means onthe vehicle for operating said signal, recording mechanism to registerthe operation of said signal, manual means adapted to made a record onsaid recording mechanism at any desired moment, means to restore saidobstacle operable means to its normal position after operation of thesignal thereby, and means to register the operation of said restoringmechanism.

11-. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal thereon, obstacle operable and manualmeans connected with said signal for individually operating the latterand carried by the vehicle, means normally restraining said obstacleoperable means from operating the signal, means to release said obstacleoperable means, a restoring mechanism to restore said obstacle operablemeans to its normal condition after release thereof, and a connectionbetween said restoring means and said manual means permitting operationof the manual means to actuate the signal without affecting theoperation of the obstacle operable means.

15. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal thereon, individual obstacle operable andmanual means carried by the vehicle and connected with the signal insuch manner that each is adapted to operate said signal, means normallyrestraining said obstacle operable means from operating the signal,means to release said obstacle operable means, a restoring mechanismadapted to restore said obstacle operable means to its normal conditionafter release thereof, a connection between said restoring means andsaid manual means permitting operation of the manual means to actuatethe signal without afiecting the operation of the obstacle operablemeans, and recording mechanism to record the last mentioned operation ofthe manual means, the operation of the restoring means, and theoperation of the obstacle operable means to actuate the signal.

16. In a railway safety appliance, the combination of a vehicle movablealong a line of way, a signal thereon, obstacle operable mechanismcomprising a sliding member connected with said signal, means foractuating said sliding member, a lock mechanism for restraining saidsliding member from movement, a device for re leasing said slidingmember from the looking mechanism, a manually operable device connectedwith the signal, means to restore said sliding member to its normalposition after it has been released, a connection be tween saidrestoring means and said manual device, and a recording mechanismcomprising two recording members, an electric circuit including themanual device aforesaid and one of said recording members, an electriccircuit including the locking mechanism and the other of the recordingmembers aforesaid, said circuits being so disposed that the recordingmembers register the operation of the manual device and the obstacleoperable means.

17. In a railway safety appliance, the combination of a signal, normallyrestrained actuating means connected to the signal, an obstacle operablemember to release said actuating means and thereby cause operation ofthe signal, a manually controlled de-, recording device the operation ofthe obvice for operating the signal previous to stacle operable member.operation, by the actuating means above In witness whereof, I havehereunto mentioned, a member operable by the manu signed my name this11th day of January,

5- ally' controlled device for restoring the sig- 1-911, in the presenceof tWo subscribing 15 nal actuating means to its normal condition,witnesses.

a recording device, connections between the HENRI COUSIN. manuallycontrolled device and the record- Witnesses: ing device for recordingthe operation of ANTONIN MONTEILHET,

10 the former, and means to register on the H. G. Ooxn.

Copies of this patent they be obtained {or flye gents each, by gumgg theCommissioner of Patents,

' W hiDB P; G,

